US7206687B1 - Method for controlling a hybrid electric vehicle - Google Patents
Method for controlling a hybrid electric vehicle Download PDFInfo
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- US7206687B1 US7206687B1 US11/399,236 US39923606A US7206687B1 US 7206687 B1 US7206687 B1 US 7206687B1 US 39923606 A US39923606 A US 39923606A US 7206687 B1 US7206687 B1 US 7206687B1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
- B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/08—Electric propulsion units
- B60W2710/086—Power
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/84—Data processing systems or methods, management, administration
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention pertains generally to a method for controlling a hybrid electric vehicle to optimize performance and prevent overuse of an energy storage system.
- Hybrid electric vehicles typically include an engine and an electric motor/generator which are operable to drive the vehicle.
- a control module establishes a driver power command and thereafter controls the engine and/or the electric motor/generator to meet such command. It is well known to balance engine usage and electric motor/generator usage to meet the driver power command in a fuel efficient manner.
- the method of the present invention is configured to control a hybrid electric vehicle having a primary power source and a secondary power source.
- the method includes estimating the power capability of the primary power source, and thereafter obtaining a power command from the vehicle's driver.
- a primary power demand and a secondary power demand which collectively meet the driver power command are then established, and a desired power balance between the primary power demand and the secondary power demand is also obtained.
- a system power capability is calculated based on the desired power balance and the estimated power capability.
- the method of the present invention determines if the driver power command exceeds the system power capability. If the driver power command exceeds the system power capability, the driver power command limited and thereafter the limited driver power command is executed.
- FIG. 1 is a schematic illustration of a vehicle in accordance with the present invention.
- FIG. 2 is a flow chart illustrating a method in accordance with the present invention.
- a control module controls an engine and/or an electric motor/generator in order to produce enough power to meet a given driver power command.
- the engine usage and the electric motor/generator usage are generally balanced to meet the driver power command in an optimally fuel efficient manner.
- the controller may determine that the engine should produce 75 kW and the electric motor/generator should produce 25 kW of power such that a total of 100 kW of power is produced and the driver power command is met.
- the control module establishes an engine power demand (75 kW) and a motor/generator power demand (25 kW) which, when added together, equal the driver power command (100 kW).
- the engine in a conventional hybrid vehicle is not optimally performing or is not fully capable, it may be incapable of meeting a given engine power command. Less than optimal engine performance may be attributable to, for example, a clogged fuel line or fuel filter, a boost leak in a turbocharged engine, or an engine overheating condition.
- a conventional hybrid vehicle will increase the motor/generator power demand by an amount necessary to compensate for the under performing engine. Referring to the preceding example wherein the driver power command is 100 kW, if the engine is only capable of producing 65 kW of power the motor/generator would produce 35 kW of power in order to compensate for the engine and thereby meet the driver torque command.
- Implementation of the electric motor/generator to compensate for an improperly performing engine can result in over use of the energy storage system powering the electric motor/generator. This over use of the energy storage system can produce additional heat which may reduce component life and durability. Additionally, implementation of the electric motor/generator to compensate for an improperly performing engine masks the underlying engine problem. As the drivers demands are being met, overall vehicle performance is not diminished and the driver does not receive any indication that the engine is not fully capable. Therefore, the engine is less likely to receive the service it requires.
- FIG. 1 shows a schematic illustration of a vehicle 10 in accordance with the present invention.
- the vehicle 10 includes a primary power source such as the engine 12 which is operatively connected to a transmission 14 .
- the transmission 14 includes a secondary power source such as the motor/generator 16 which is operatively connected to an energy storage system such as the battery 18 .
- the motor/generator 16 may draw energy from the battery 18 in order to power the vehicle 10 , or may generate and transmit energy to the battery 18 for storage.
- the transmission 14 is connected to the wheels 20 of the vehicle 10 .
- a gas pedal 22 is operatively connected to a control module 24 which controls the output of the engine 12 and the motor/generator 16 to power the vehicle 10 .
- the vehicle 10 is a commercial bus and the engine 12 is a diesel engine, however the present invention is also applicable to other vehicle types and engine configurations.
- FIG. 2 shows a block diagram representing steps performed by a control device such as the control module 24 (shown in FIG. 1 ).
- the algorithm 40 estimates the power capability of a primary power source such as the engine 12 (shown in FIG. 1 ) of the vehicle 10 (shown in FIG. 1 ).
- This step is preferably performed in accordance with the method disclosed in commonly assigned patent application entitled “METHOD FOR ESTIMATING THE POWER CAPABILITY OF THE PRIMARY POWER SOURCE OF A HYBRID VEHICLE”, issued to Huseman et al., Ser. No. 11/399,235, Filed Apr. 6, 2006, and which is hereby incorporated by reference in its entirety.
- the method for estimating the power capability of the primary power source of a hybrid vehicle includes implementing an algorithm configured to calculate three indicators I 1 , I 2 , and I 3 which each provide an indication or estimate of the power capability of an engine. Thereafter, the algorithm combines the indicators I 1 , I 2 , and I 3 to generate a composite indicator I C .
- the first indicator I 1 is obtained from engine broadcast data if such data is available.
- Engines which broadcast torque capability estimates include, for example, those using SAE J1939 data communication protocol.
- the second indicator I 2 is based on an engine power request error.
- the second indicator I 2 is calculated by subtracting a delivered torque value Td from a requested torque value Tr, and converting the resultant torque error to a power error.
- the third indicator I 3 is based on a plurality of system dynamic equations.
- a closed loop control portion of the equation is added to the system matrix equations.
- the closed loop control portion is based on a feedback response adapted to correct for an engine speed error.
- the engine speed error is defined as the difference between a desired engine speed and an actual engine speed.
- the magnitude of the feedback response may be used to estimate the engine torque error.
- the term “filter” refers to the process of averaging a plurality of data points taken over a predetermined time period
- normalize refers to the process of standardizing a given indicator value to a maximum system power capability such that the normalized value is in the form of a percentage of maximum capability.
- the algorithm 40 obtains a driver power command.
- the driver power command is preferably obtained in the following manner.
- a pedal position sensor 26 (shown in FIG. 1 ) operatively connected to the gas pedal 22 transmits a signal indicative of the gas pedal position (i.e., the amount by which the pedal 22 is depressed) to the control module 24 (shown in FIG. 1 ).
- the gas pedal position is input into a throttle lookup table stored in the control module 24 in order to obtain the driver power command.
- the throttle lookup table is preferably compiled through testing. As an example, if the pedal position sensor 26 indicates that the gas pedal 22 is 75% depressed, and previous testing indicates that a vehicle similar to the vehicle 10 produces 100 kW of power at 75% throttle, then the current driver power command is 100 kW.
- the algorithm 40 initially establishes an engine power demand and a motor/generator power demand.
- the engine power demand and the motor/generator power demand are generally selected to collectively meet the driver power command in an optimally fuel efficient manner. In other words, engine output and motor/generator output are balanced such that they combine to meet the driver power command while consuming the least amount of fuel.
- the desired power balance ratio may also be calculated at step 46 as: (motor/generator power demand) divided by (engine power demand). Balancing the usage of multiple power sources in a hybrid vehicle in order to optimize fuel economy is well known to those skilled in the art and therefore will not be described further.
- the algorithm 40 calculates a system power capability.
- the system power capability is preferably based on the desired power balance between the engine power demand and the motor/generator power demand (established at step 46 ), and the estimated power capability of the engine 12 (established at step 42 ).
- the estimated power capability of the engine 12 obtained at step 42 is 70 kW
- the driver power command obtained at step 44 is 100 kW.
- the engine power demand and motor/generator power demand obtained at step 46 are respectively 80 kW and 20 kW.
- the desired power balance defined as motor/generator power demand vs. engine power demand is therefore equal to 20/80 or 1/4.
- the algorithm 40 determines if the driver power command (established at step 44 ) is greater than the system power capability (established at step 47 ). If the driver power command is not greater than the system power capability, the algorithm 40 proceeds to step 50 . If the driver power command is greater than the system power capability, the algorithm 40 proceeds to step 52 .
- the algorithm 40 executes the driver power command. More precisely, the algorithm 40 controls the engine 12 (shown in FIG. 1 ) to meet the engine power demand (established at step 46 ) and the algorithm 40 controls the motor/generator 16 (shown in FIG. 1 ) to meet the motor/generator power demand (established at step 46 ) such that the driver power command 44 (established at step 44 ) is met while maintaining the desired power balance ratio (established at step 46 ). After completing step 50 , the algorithm 40 returns to step 42 .
- the algorithm 40 limits or reduces the driver power command and proportionally reduces the engine power demand to match the amount of power the engine is capable of producing (i.e., the engine power capability established at step 42 ).
- the driver power command is limited or reduced to the system power capability such that the capability of the engine 12 (shown in FIG. 1 ) is not exceeded and the desired power balance ratio (established at step 46 ) is maintained.
- the algorithm 40 executes the limited driver power command (established at step 52 ). More precisely, the algorithm 40 controls the engine 12 (shown in FIG. 1 ) and the motor/generator 16 (shown in FIG. 1 ) to collectively meet the limited driver power command such that desired power balance ratio (established at step 46 ) is maintained. After completing step 54 , the algorithm 40 returns to step 42 .
- the engine 12 (shown in FIG. 1 ) is incapable of meeting a given engine power demand because the engine 12 is not fully capable, the engine power demand is limited as described hereinabove.
- the motor/generator power demand is not increased to compensate for engine performance issues as is the case in a conventional hybrid system, and the driver power command is therefore not fully met.
- the driver power command is not being fully met (i.e., vehicle performance is diminished)
- the driver can recognize that the engine 12 is not fully capable and requires service.
- information indicating that the engine 12 is not fully capable can be conveyed to the driver through an operator interface such as, for example, a warning light (not shown).
- the motor/generator 16 (shown in FIG. 1 ) is not being implemented to compensate for an engine which is not fully capable, there is a reduced risk of motor/generator overuse such that battery life and durability are improved.
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- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Human Computer Interaction (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Hybrid Electric Vehicles (AREA)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
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US11/399,236 US7206687B1 (en) | 2006-04-06 | 2006-04-06 | Method for controlling a hybrid electric vehicle |
DE102007016109.5A DE102007016109B8 (de) | 2006-04-06 | 2007-04-03 | Verfahren zum Steuern eines Hybrid-Elektrofahrzeugs |
CN2007100920808A CN101049828B (zh) | 2006-04-06 | 2007-04-06 | 用于控制混合电动车辆的方法 |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US11/399,236 US7206687B1 (en) | 2006-04-06 | 2006-04-06 | Method for controlling a hybrid electric vehicle |
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US7206687B1 true US7206687B1 (en) | 2007-04-17 |
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US11/399,236 Active US7206687B1 (en) | 2006-04-06 | 2006-04-06 | Method for controlling a hybrid electric vehicle |
Country Status (3)
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US (1) | US7206687B1 (de) |
CN (1) | CN101049828B (de) |
DE (1) | DE102007016109B8 (de) |
Cited By (10)
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US20080281496A1 (en) * | 2007-05-08 | 2008-11-13 | Brennan Daniel G | Cam phaser compensation in a hybrid vehicle system |
US8606448B2 (en) | 2011-06-29 | 2013-12-10 | Caterpillar Inc. | System and method for managing power in machine having electric and/or hydraulic devices |
US8781664B2 (en) | 2011-01-13 | 2014-07-15 | Cummins Inc. | System, method, and apparatus for controlling power output distribution in a hybrid power train |
US8909434B2 (en) | 2011-06-29 | 2014-12-09 | Caterpillar, Inc. | System and method for controlling power in machine having electric and/or hydraulic devices |
US8914216B2 (en) | 2011-01-17 | 2014-12-16 | Ford Global Technologies, Llc | Engine power quantization function selection |
US9126591B2 (en) * | 2013-10-18 | 2015-09-08 | Ford Global Technologies, Llc | Hybrid vehicle powertrain management system and method |
US9193350B2 (en) | 2012-04-05 | 2015-11-24 | Ford Global Technologies, Llc | Method of adaptive control for engine transient mitigation in a hybrid vehicle |
CN106114488A (zh) * | 2013-04-25 | 2016-11-16 | 福特全球技术公司 | 发动机动力量化函数选择 |
US9718454B2 (en) | 2013-11-21 | 2017-08-01 | Cummins Inc. | Hybrid controls architecture |
CN113586277A (zh) * | 2021-07-21 | 2021-11-02 | 上海外高桥造船有限公司 | 船上主机功率限制***及方法 |
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JP4479782B2 (ja) * | 2007-11-26 | 2010-06-09 | トヨタ自動車株式会社 | 車両用制御装置 |
DE102008057384A1 (de) | 2008-11-14 | 2009-07-02 | Daimler Ag | Verfahren zur Steuerung eines Hybridantriebs eines Fahrzeugs |
DE102008061512A1 (de) | 2008-12-10 | 2009-09-17 | Daimler Ag | Verfahren zur Steuerung eines Hybridantriebs eines Fahrzeugs |
DE102009059128A1 (de) | 2009-12-19 | 2011-06-22 | Daimler AG, 70327 | Verfahren zur Verkehrszustandsbestimmung in einem Fahrzeug |
DE102010055282A1 (de) | 2010-12-21 | 2011-08-25 | Daimler AG, 70327 | Verfahren zur Steuerung eines Hybridantriebs eines Fahrzeugs |
CN104071147B (zh) * | 2013-03-26 | 2016-09-07 | 北汽福田汽车股份有限公司 | 混合动力汽车及其的扭矩控制方法和装置 |
US10029673B2 (en) * | 2016-04-20 | 2018-07-24 | Ford Global Technologies, Llc | Speed limiting of altitude compensation for target engine speed in hybrid electric vehicles |
CN110395247B (zh) * | 2019-07-29 | 2020-12-18 | 浙江吉利新能源商用车集团有限公司 | 一种用于增程式电动车的驱动控制方法及控制*** |
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2006
- 2006-04-06 US US11/399,236 patent/US7206687B1/en active Active
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2007
- 2007-04-03 DE DE102007016109.5A patent/DE102007016109B8/de active Active
- 2007-04-06 CN CN2007100920808A patent/CN101049828B/zh active Active
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Cited By (19)
Publication number | Priority date | Publication date | Assignee | Title |
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US20080281496A1 (en) * | 2007-05-08 | 2008-11-13 | Brennan Daniel G | Cam phaser compensation in a hybrid vehicle system |
US7519466B2 (en) * | 2007-05-08 | 2009-04-14 | Gm Global Technology Operations, Inc. | Cam phaser compensation in a hybrid vehicle system |
US8852051B2 (en) | 2011-01-13 | 2014-10-07 | Cummins Inc. | System, method, and apparatus for controlling power output distribution in a hybrid power train |
US8781664B2 (en) | 2011-01-13 | 2014-07-15 | Cummins Inc. | System, method, and apparatus for controlling power output distribution in a hybrid power train |
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CN113586277A (zh) * | 2021-07-21 | 2021-11-02 | 上海外高桥造船有限公司 | 船上主机功率限制***及方法 |
Also Published As
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DE102007016109B8 (de) | 2021-07-08 |
DE102007016109A1 (de) | 2007-10-18 |
DE102007016109B4 (de) | 2021-05-06 |
CN101049828B (zh) | 2011-05-18 |
CN101049828A (zh) | 2007-10-10 |
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